Vapor-engine.



w. F. STONE. VAPOR ENGINE.

APPLICATION FILED MAY 12, 1911. RENEWED NOV. 1, 1912. 1,063,475.

Patented June 3, 1913.

3 SHEETS-SHEET 1.

I II/Il I 7LLIV W. F. STONE.

VAPOR ENGINE. APPLIOATIOI rum) 11mm, 1911. nnnwg'n nov. 1, 1012.

1,063,475. Patented June 3, 1913.

3 SHEETS-SHEET 2- W: F. STONE.

VAPOR ENGINE. APPLICATION FILED MAYIZ, 1911. Rmsww Nov. 1, 191,2.

Patented June ii .1933.

3 BIIBBTFBEEEI 3.

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f p J 'State of New Jersey. have invented certain ,ind'crs, so as to render the same readily acing the manner UNITED STATES were;

WILLIAM F. STONE, OF WOODB'URY. NEW JERSEY, ASSIGNOR. B1 MESUE IVIENTS, TO THE ENGINEERING AND DEVELOPMENT COMPANY (3F Al liriii SALISBURY, MARYLAND, A COR-PGRATION O1 MARYLAND.

Specification of Letters Patent.

VAPOR-ENGINE.

Patented J une I5. 1911;.

Original application 'filed February 18, 1911, Serial No. 609,477. Divided and this application filer may 12, 1911, Serial No. 626.847. Renewed Novemberl, 1912. Serial No. 729,041.

T o'all u'lugm it mag concern Be it known that I, VUZLIAM F. S'no'x citizen of the United States. residing at \Vobdlmry. in the county of Gloucester and new and ii'seful Improvements in Vapor- Engines, of which the following is a specification. i p V The invention relates to vapor-engines; and it seeks. generally, to improve the construction and etliciency of the class of en-' gines described 'in"an application filed by me February 18;. 1911, Serial Number (309,477, of which the present application-is a division. one of the chief objectsbeing to provide an cnginehaving but a single valve for each cylinder, thus providing a con struction in which the necessity fo-r having to provide for the adjustment and timing of a number of valves is" entirely obviated. thereby mat'eriallY decreasing the cost of construction, and avoiding the uncertainty in operation of such parts.

Anotherobjcct of the invention is to pro vide "an engine wherein the transmission mechanism is situated exterior-1y of the cylce ssible fonrepairs.

.Still another object of the invention is to provide an engine in which the operative parts are connected that vibration of the parts will be reduced to a minimum.

In" the drawings Figure .1 isa front elevation, partly in'section, showing one embodiment of my invention, the same being a four-cylinder. two-cycle engine; F ig. 2 .is a plan view of the engine shown-1g one of the trunnion-heads .in section, to show a" means for lubricating ;the trunnion guides; Fig. 3 i a verticalsection through one of the cylinders and crankcase, taken on line a.a of Fig?! l lotllillll g in the direction of the arrow; Fig. 4;.i's abroken deta1l showof conducting oil through nanrods tl n ough the trunnions of U linders.

[oi "'Referrmg to the and 4 desig the pin the pistons, t

(f lial-(u? fillet '2. M drawings, the metals hate the cylinders which are preferably cast or formed in. pairs; wit lt tlanges 5 at their lower ends il i ltiase 7. the a headof the -in the side of of the Bach endcylinder has 20 that receive the trunnion-heads of a plurality of perforations-23.

metal 34 dvsi a'natcs the 1 may are "firmly'ab I tachcd to the upper tree or the crank plate' also forming the lower cylinder. The numeral 8 designates the pistons which are alike in all of the cylinders and each piston is provided with a trunnion 5! which extends through an elongated slot 10 each cylinder; These trunmons are connected with pitmen or Conne ting'rods 11, whose lower ends are connected with. cranks .12 on the driving shaft l2. mounted in suitable bearings H in the crank The arrangement of the cranks on the shaft is such that the connecting rods two intern'iediate cylinders will he in extreme up and down positions. whereas the end-cranks will be in horizontal position or approximately so.

interposed between the intermediate c vlindcrs and securelyattacheil to the ovlinders by means of bolts 15 is a guide bracket it provided with guide ways 17 into which extend the trunnion l1eadsl8. thus insuring a true vertical movement for the piston a guide bracket 15) secured thereto, provid d with guide-Kw. the trunnions of the pistons in the outer cylin ders. referab'lv the trunnion heads hollow, as at. 22, shown more clearl iiLl-"ig.

2 of the drawing. Lommunicating with the space or chamber in thotrunnion heads, is The spaces in the trunnion heads are for the receptl of waste or other absorbent material .wl may be supplied with lubricant; for lubricating" the guide-ways of the brackets,

Each of the trunnionheads is provided wit it a" screw cap, thus providing for the rrad}; access for renewing the absorbent n'iaterial when required.

5 'I employ but one valvefor each cylinder, through which the major part of the ewe charge is admitted.

capto- Tlhese valves and their cases are identical in construction and merelv duplicated in each cylinder. cons-o qucntlv a description of one will apply to all.

Referring particularly to Fig. :1. the nuvalve case. which is, securely attached to a hoss 35 luv bolts .212.

Each valte !2l. t is provided with a thread .1; no '.i'.. en inppn 4 to nun is .1 ha no at liner lUtJ tion 28, which, in turn is connected with the manifold 29 having centrally located therein a suitable carbureter 30. The valve case'is provided with an auxiliary fuel sup: ply passage 31, registering with a port 32 in the wall of the cylinder. The inner wall of the valve case is bored centrally for the passage of the stem 33 of a disk valve 34:, which is kept normally seated by a spiral spring 35 interposed between a boss 36 on the valve and a similar boss 37 on the cyl+ inder casting. This valve normally covers a plurality of perforations 38 made in the inner wall of the v'alve case. A chamber 39 is formed between the valve case and the wall of the cylinder, which at its lower end has a port 40 entering the lower cylinder and through which the main fuel charge is admitted. This port 40 is adapted to be opened and closed by the movement of the piston. The piston is hollow and in its side near the upper end, I provide a port 41 adapted to register at times with a port 2 of a chamber-1L3, communicating with which is a port 44:, leading to the ex plosive chamber a?) of the cylinder. Opposite the port i i is an exhaust port 46.

Each piston is provided with a deflector 47 by means of which the live charge of fuel is deflected away from the exhaust port or prevented from driving directly toward said port.

The explosive chambers are provided with the usual water-jacket 47, fed from a suitable pump, not shown, through water connections 48. .--In the top of each cylinder I provide a spark plug 49 of any approved construction. I It will be noted that when the piston is in its lowermost position, or in the position when precompressed charge is made from the lower portion of the cylinder to the explosion chamber, at the upper end of the cylinder, the piston entirely cuts off the intake port, thus preventing the impulse of the moving charge from the lower to the upper end of the cylinder, from in any way operating upon or affecting the intake or check valve.

O'ZZing.The numeral 50 designates a groove made in the outer wall of the piston. At intervals, this groove is provided with downwardly extending pockets 51 adapted to hold theoil. As shown in Fig. 1 and in sectional detail, Fig. at, the'npper end of each pit-man rod is provided with a hole above which and communicating therewith, are preferably oil cups 53. The trun nions of the various pistons are bored longitudinally, providing an oil hole 54 which extends verticallv near the end of the trunnion and registers with the hole 52. The hole 54' extends entirely through the trapnions and opens into supplying oil to the pistons, and cylinders.

end of the 7 ports 40 will stroke of the pistons,

the transfer of thethe groove 50, thus During the rapid movement of the pistons, the lubricant will be lifted from pocket to pocket in the groove 50 and keep the cylindersand pistons uniformly lubricated. Any approved method of oiling the cranks and crank shafts may be adopted, such as filling the crank case with oil, as is usual.

0])0l'(ttl ()'n.-'Il1 operation, the carbureter being properly adjusted for delivering a predetermined quantity and character of mixture, the' upward stroke of the piston will draw into the lower end of the cylinder a charge of fuel, and will continue to draw this charge through the port 40 and through the valve 34 until the end. of the piston has uncovered the port 32,

the passage 31. The suction -throughthe when the ports are open, be instantly diminished or cut off,permitting the valves toclose. Upon the down assuming an explosion to have taken place inthe explosilon chambers, as the result of firing previous charges, the charges in the lower ends of tlie.cyl-- inders will be compressed until the ports 41 and 42 in the pistons and cylinders respectively register (as shown iii Fig. 3), when the charge will be delivered through the chambers 43' and ports 44 to the explosion I chamber to be compressed and tired upon the upward movement of the pistons, it being understood that the live charge quickly displaces the charge that has been fired on a previous up-stroke, forcing the same through the exhaust 46. In the extreme outward position of the pistons, the ports 32 and 40 will close. This action takes place successively in the various cylinders, the

pistons being so arranged thatwhen the.

two central pistons occupy their extreme positions, one up and the other down, the end pistons will occupy positions about 111- t-erinediate;of the positions of the central ones.

Having thus described myinventioinwhat I claim is: v

1. A vapor engine, having in combination acylinder closed at both ends and having a fuel port adjacent its lower head and two fuel transfer ports above said fuel port, a hollow piston having a port therein adapted to register with thelower fuel transfer port in the final downward position of the piston," to permit a charge to pass to the explosion chamber, said piston being adapted to close the fuel portat the lower end of the cylinder in the lowermost position of the piston, so that a full charge contained in the piston is transferred to the explosion chamber, a crank shaft and mechanism connected. with the piston for transmitting motion to said crank shaft.

2. A vapor engine having in combination,

a cylinder closed atboth ends and having a when an additional vor auxiliary charge will be drawn in through said port, said cylinder also inning hollow piston having a fuel portzuljacent its lower head, a valve for controlling the supply of t' zel ziliro two ports above the fuel port, a

port therein adapted to register with the lower file] transfer port in the filial downward position of the piston, to permit the charge to pass to the explosion chamber, said piston being adapted toclose the port at the lower end of the cylinder in its lowermost position so that a fuel transfer full charge contained in the piston is transferred to the explosion chamber, a crank shaft anti exterior n'ieehaniem connected with the piston for transmitting motion to the crank shaft. I

In testimony whereof I afiix my signature in presence of two witnesses.

\VILLIAM F. STONE. \Vitnesse's:

FRANCIS B. .DAvls,

Enwlinn Low). 

